Ford Doctor
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Everything posted by Ford Doctor
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From the album: Oil And Water
This is the oil filter standpipe in a 6.0L Econoline van that was severely overheated. The plastic standpipe has partially melted. Some technicians have reported seeing these standpipes completely melted. If an engine reaches temperatures high enough to melt internal plastic components the engine is considered beyond repair.© Keith Browning
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From the album: Oil And Water
The use of non-OEM filters can prove to be a poor choice. This 6.0L oil filter stand pipe is missing the bypass valve from the top center which was damaged when the white clip which is used with an aftermarket filter was installed.© Keith Browning
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From the album: Oil And Water
The coolant side of 6.0L engine oil coolers become restricted by rust and particle fallout from degraded coolant. Since coolant flow from the oil cooler directly feeds the EGR cooler, restrictions reduce the EGR cooler's capacity to remove heat stressing the cooler and typically leading to its failure. New engine control programming is designed to detect oil cooler restrictions in an effort to reduce EGR cooler failures.© Keith Browning
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From the album: Oil And Water
The 6.4L thermostats on the left show the hyper-extended bypass thermostat that causes the primary thermostat to oscillate resulting in thermal spikes throughout the cooling system. This is known to cause damage to radiators. The thermostats on the right are the new replacement parts installed in the housing. Compare the two to identify the hyper extended bypass thermostat. Do you see it?© Keith Browning
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From the album: Oil And Water
A close-up look at what happens when oil slowly mixes with engine coolant and circulates through the cooling system. Once the concentration and conditions are right a thick grey pudding-like substance is created. It barely flowed from this degas bottle.© Keith Browning
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From the album: Oil And Water
This 6.0L oil cooler has the oil filter housing and adapter removed to show the coolant passages contaminated with oil. One side has black oil in it and the other has an emulsified combination of oil and coolant. Not only does this cooler leak oil, the coolant flow is highly restricted... make that clogged!© Keith Browning
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From the album: Oil And Water
The small amount of rubber remaining on this 6.4L thermostat is all that is left of the seal. The symptoms were that it took a long time to reach operating temperature and a Check Engine light was on as a result. Many thermostats in various engines are now made similarly and this failure is not necessarily only associated with this engine. Something to remember.© Keith Browning
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From the album: Oil And Water
The owner of the 6.4L equipped truck should not have been in the situation where he had to add the wrong coolant. The damage was already done and the real mistake was not having the coolant loss diagnosed. Large amounts of coolant in this EGR cooler was the smoking gun that explained why the oil pan was filled with pieces from a piston and connecting rod.© Keith Browning
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From the album: Oil And Water
This is the EGR cooler crossover hose that connects the oil cooler with the EGR cooler on a 6.0L Power Stroke. The orange hose is the old style found on early build engines and were prone to leaks as evident by the dry coolant crust build-up. The newer blue silicone hoses are much improved but do still leak on occasion and it is important to inspect the oil cooler adapter for pitting if you have these parts off an engine as this could prevent a good seal when the new hose is installed© Keith Browning
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From the album: Electrical Problems
This is a bent pin in a 2008 6.4L PCM. The engine would not start because the pins for the fuel pump pressure and volume control valves were shorted together. Pin #48 is actually pushed into the PCM and pin #24 is bent over into the pin#48 position. This mishap happened during a cab off repair. A slight mis-alignment can innocently cause this damage and really mess with the technician's mind not to mention shake his confidence.© Keith Browning
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Lectricity you say? You can't see it but it is there and Power Stroke diesels won't run without it. Harness problems, sensors and modules but work together in harmony to achieve positive results. What you are about to see may be shocking!
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From the album: Electrical Problems
Another issue with 7.3L Power Stroke under valve cover harnesses is over heated and burnt up glow plug terminals in the pass though. In most cases the damage starts in the cylinder head side where most of the damage is however in some cases the engine harness is also damaged. Typically electrical circuits fail where high resistance is located such as the UVC plug however shorted glow plugs are thought to cause this by increasing the current draw on the circuit.© Keith Browning
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From the album: Electrical Problems
Rubbing on the left front shock tower harness issues can damage fuel pump circuits and transmission circuits that also affect engine performance. Keep in mind that visual inspections for engine concerns are not limited to the engine alone. You can find this problem on multiple model years with various engine and transmission combinations.© Keith Browning
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From the album: Electrical Problems
More common was the engine harness draped over the left valve cover on 7.3L PSD engines. The exposed wiring would rest right on the cover and rub as the engine moved during operation. The damage to the harness is accelerated with dirt acting as an abrasive.© Keith Browning
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From the album: Electrical Problems
Another 6.0L PSD harness chaffing issue this time near the EBP sensor. The harness was rerouted in production in 2004. This reinforces why you should closely inspect harnesses for chafing as this can happen anywhere especially with poorly protected wiring.© Keith Browning
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From the album: Electrical Problems
7.3L PDS engines also had some chafing concerns. This engine harness grounded on a bracket bolt on the left valve cover.© Keith Browning
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From the album: Electrical Problems
This fuse melted due to the high resistance in one of the contact blades. The fuse had a fuse tap attached to it which caused misalignment of the blade and poor contact in the fuse panel. You can see the dark burned area of the blade where arcing had occurred. Picture proof that tapping power from fuse panels is a bad practice© Keith Browning
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From the album: Electrical Problems
Opening up a 6.0L fuel injector harness us usually the only way to find circuit problems. You can see a rounded indentation in the tape that was peeled back. That mark aligns with the break in the wire where it grounded to the shielding. The unprotected steel wire is the ground wire that is wrapped around the harness for the shielding. The shielding is used to prevent RF noise.© Keith Browning
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From the album: Electrical Problems
2003-2004 6.0L PSD engines had problems with the fuel injector harnesses that caused misfires, stalling and no-start conditions. Harnesses laying on bolt heads caused grounded circuits due to chaffing internally with the metal shielding. Most often the damage inside of the harness was visually undetectable.© Keith Browning
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From the album: Electrical Problems
Econoline trucks with 6.0L engines may exhibit drivability concerns due to the body wiring harness at the PCM chafing on crimped ends of these hoses. A close inspection of the wiring in this area is warranted whenever performing diagnostics.© Keith Browning
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From the album: Electrical Problems
Another pattern failure is the Under Valve Cover (UVC) harness connectors on 7.3L Power Stroke engines. The plastic retainers lose tension over time and allow the connectors to slide out of the valve cover gaskets. To repair you can either replace the harness(s) or install clips on the connectors at a much lower cost.© Keith Browning
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From the album: Electrical Problems
Early build LCF trucks has several electrical concerns that were caused by harness chafing on brackets behind the front grille. There were several points of contact and the concern was addressed with a Technical Service Bulletin© Keith Browning
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From the album: Electrical Problems
This LCF IPR connector has been subjected to water intrusion due to a water tight harness cover. There was a recall to address this concern however any 4.5L Power Stroke is susceptible to this due to it's exposure to the elements. The connector on the IPR must face down and water should be allowed to drain from any protective covering. Packing the connector with dielectric grease is also a good idea.© Keith Browning
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From the album: Electrical Problems
A wire terminal with spread terminals. This was a factory defect so we are not sure what happened here. Typically this type of damage is caused by incorrect probing with a test light or another unapproved tool© Keith Browning
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From the album: Electrical Problems
More wire chafing on a 6.4L Power Stroke diesel engine at the high pressure fuel pump. This unprotected wiring laying directly on the pump eventually exposed bare wire shutting the engine down.© Keith Browning
